U.S. patent number 6,615,741 [Application Number 09/849,150] was granted by the patent office on 2003-09-09 for composite railcar containers and door.
This patent grant is currently assigned to American Composite Materials Engineering, Inc.. Invention is credited to Joseph V. Fecko, William R. Galbraith, Kurt Jordan.
United States Patent |
6,615,741 |
Fecko , et al. |
September 9, 2003 |
**Please see images for:
( Certificate of Correction ) ** |
Composite railcar containers and door
Abstract
Composite flatbed and well car railcar containers are disclosed
herein, as well as modular containers formed from prefabricated
side, end, top and bottom panels. In some embodiments, the
container is a temperature-controlled container. The present
invention is also directed to an improved door for use on the
invented containers, as well as conventional containers and
railcars.
Inventors: |
Fecko; Joseph V. (Auburn,
CA), Galbraith; William R. (Portland, OR), Jordan;
Kurt (Mill Valley, CA) |
Assignee: |
American Composite Materials
Engineering, Inc. (Marysville, CA)
|
Family
ID: |
22747654 |
Appl.
No.: |
09/849,150 |
Filed: |
May 4, 2001 |
Current U.S.
Class: |
105/404; 220/1.5;
62/239 |
Current CPC
Class: |
B65D
90/008 (20130101); B65D 90/028 (20130101); B65D
90/06 (20130101); B65D 90/022 (20130101) |
Current International
Class: |
B65D
90/02 (20060101); B65D 90/06 (20060101); B65D
90/00 (20060101); B61D 017/00 () |
Field of
Search: |
;105/397,401,404,396,355
;62/239 ;220/1.5 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Morano; S. Joseph
Assistant Examiner: Olson; Lars A.
Attorney, Agent or Firm: Kolisch Hartwell, P.C.
Parent Case Text
RELATED APPLICATION
This application claims priority to U.S. Provisional Patent
Application Serial No. 60/201,877, which was filed on May 4, 2000,
is entitled "Improved Railcar Container and Door," and the complete
disclosure of which is hereby incorporated by reference for all
purposes.
Claims
We claim:
1. A composite railway container, comprising: a pair of
spaced-apart end walls at least partially formed from a composite
fiberglass material; a pair of sidewalls at least partially formed
from a composite fiberglass material; a top wall at least partially
formed from a composite fiberglass material; a bottom wall adapted
to be supported on a railcar, wherein the end walls, sidewalls, top
wall and bottom wall are interconnected to form a railway container
that defines a compartment adapted to receive cargo to be
transported in the container, and further wherein at least one of
the walls includes an opening through which cargo may be loaded and
unloaded from the container, and further wherein the at least one
of the walls includes spaced-apart inner and outer portions that
define a pocket therebetween adjacent the opening; and a door
adapted to move between a closed position, in which the door
obstructs the opening, and an open position, in which the opening
is at least substantially unobstructed by the door and the door is
at least substantially received within the pocket.
2. The container of claim 1, wherein the bottom wall is at least
partially formed from a composite fiberglass material.
3. The container of claim 1, wherein at least one of the walls is
at least substantially formed from a composite fiberglass
material.
4. The container of claim 1, wherein at least one of the walls is
completely formed from a composite fiberglass material.
5. The container of claim 1, wherein at least two of the walls
include layers of composite fiberglass material that are spaced
apart from each other to define a cavity therebetween.
6. The container of claim 5, wherein the cavity is airtight.
7. The container of claim 5, wherein the cavity is filled with an
insulating material.
8. The container of claim 5, wherein the cavity includes a
plurality of ribs extending between the layers.
9. The container of claim 8, wherein at least one of the plurality
of ribs includes an internal channel.
10. The container of claim 9, wherein the internal channel includes
a fluid conduit.
11. The container of claim 10, wherein the internal channel
includes an insulating material.
12. The container of claim 1, wherein each of the walls includes
layers of composite fiberglass material that are spaced apart from
each other to define a cavity therebetween.
13. The container of claim 1, wherein each of the walls is
separately formed as a discrete unit from the other walls.
14. The container of claim 2, wherein each of the walls includes
perimeter portions, and further wherein the container includes at
least one fastening mechanism interconnecting the perimeter
portions of each of the walls with the perimeter portions of at
least four of the other walls.
15. The container of claim 14, wherein the at least one fastening
mechanism includes at least one penetrating fastening
mechanism.
16. The container of claim 14, wherein the at least one fastening
mechanism includes at least one non-penetrating fastening
mechanism.
17. The container of claim 14, wherein the at least one fastening
mechanism includes at least one penetrating fastening mechanism and
at least one non-penetrating fastening mechanism.
18. The container of claim 1, wherein the bottom wall is adapted to
support a load of at least 30,000 pounds per square foot.
19. The container of claim 18, wherein the bottom wall is adapted
to support a load of at least 60,000 pounds per square foot.
20. The container of claim 19, wherein the bottom wall is adapted
to support a load of at least 90,000 pounds per square foot.
21. The container of claim 1, wherein the bottom wall includes a
plurality of saddles extending from the bottom wall of the
container to support the container on a railcar.
22. The container of claim 1, wherein the at least one of the walls
further includes at least one deflectable baffle that is biased to
extend between the inner and outer portions of the wall, wherein
when the door is in the closed position the baffle extends between
the inner and outer portions of the at least one wall, and further
wherein when the door is in the closed position the baffle is
deflected away from at least one of the inner and outer portions as
the door extends into the pocket.
23. The container of claim 1, wherein the at least one of the walls
further includes guides extending within the pocket and adapted to
guide the movement of the door into and out of the pocket as the
door travels between its open and closed positions.
24. The container of claim 1, wherein the door is at least
partially formed of a composite fiberglass material.
25. The container of claim 1, wherein the container further
includes a temperature control assembly adapted to maintain the
compartment at a predetermined temperature or range of
temperatures.
26. The container of claim 25, wherein the temperature control
assembly is adapted to deliver refrigerated air to the
compartment.
27. The container of claim 25, wherein the temperature control
assembly is mounted on the container.
28. The container of claim 25, wherein the temperature control
assembly is integrally formed with the container.
29. The container of claim 25, wherein the temperature control
assembly is adapted to deliver heated air to the compartment.
30. A modular railway container, comprising: a plurality of walls
that each are at least partially formed from a composite fiberglass
material; wherein each of the walls includes a perimeter portion,
and further wherein each of the walls is formed as a discrete unit
from the other walls; and at least one fastening mechanism adapted
to secure the perimeter portions of selected ones of the walls
together to form a railway container having an internal compartment
adapted to receive cargo to be transported in the container,
wherein each of the walls includes an inner surface that defines a
portion of the internal compartment, wherein each of the walls
includes an outer surface that defines a portion of an exterior
surface of the container, and further wherein the walls are adapted
to be interconnected by the at least one fastening mechanism
without requiring a frame to support the walls.
31. The container of claim 30, wherein at least one of the walls is
completely formed of a composite fiberglass material.
32. The container of claim 30, wherein each of the walls includes
at least a pair of layers of composite fiberglass material.
33. The container of claim 30, wherein each of the walls includes a
cavity filled with an insulating material.
34. The container of claim 33, wherein each of the walls includes a
plurality of ribs extending within the cavity.
35. The container of claim 34, wherein at least one of the
plurality of ribs includes an internal channel.
36. The container of claim 35, wherein the internal channel
includes a fluid conduit.
37. The container of claim 36, wherein the internal channel
includes an insulating material.
38. The container of claim 30, wherein at least one of the walls
includes an opening, through which cargo may be loaded into and
removed from the internal compartment, and spaced-apart inner and
outer portions adjacent the opening that define a pocket
therebetween, and further wherein the container includes a door
adapted to selectively close the opening, wherein the door is
adapted to move between a closed position, in which the door
obstructs the opening, and an open position, in which the opening
is at least substantially unobstructed by the door and the door is
at least substantially received within the pocket.
39. The container of claim 35, wherein the at least one of the
walls that contains the opening further includes at least one
deflectable baffle that is biased to extend between the inner and
outer portions of the wall, wherein when the door is in the closed
position the baffle extends between the inner and outer portions of
the at least one wall, and further wherein when the door is in the
closed position the baffle is deflected away from at least one of
the inner and outer portions as the door extends into the
pocket.
40. The container of claim 30, wherein the at least one fastening
mechanism includes at least one penetrating fastening
mechanism.
41. The container of claim 30, wherein the at least one fastening
mechanism includes at least one non-penetrating fastening
mechanism.
42. The container of claim 30, wherein the at least one fastening
mechanism includes at least one penetrating fastening mechanism and
at least one non-penetrating fastening mechanism.
43. The container of claim 30, further comprising a bottom wall
that is adapted to support a load of at least 30,000 pounds per
square foot.
44. The container of claim 43, further comprising a bottom wall
that is adapted to support a load of at least 60,000 pounds per
square foot.
45. The container of claim 44, further comprising a bottom wall
that is adapted to support a load of at least 90,000 pounds per
square foot.
46. The container of claim 30, further comprising a bottom wall and
a plurality of saddles that extend from the bottom wall of the
container and are configured to support the container on a
railcar.
47. The container of claim 30, wherein the container further
includes a temperature control assembly adapted to maintain the
compartment at a predetermined temperature or range of
temperatures.
48. The container of claim 47, wherein the temperature control
assembly is adapted to deliver refrigerated air to the
compartment.
49. The container of claim 47, wherein the temperature control
assembly is mounted on the container.
50. The container of claim 47, wherein the temperature control
assembly is integrally formed with the container.
Description
FIELD OF THE INVENTION
The invention relates generally to railcars, and more particularly
to railcar containers and an improved door for railcars and railcar
containers.
BACKGROUND OF THE INVENTION
Railcars take a variety of forms, such as passenger cars that carry
travelers, hopper cars that carry grain, sand, dirt or other
particulate materials, boxcars that define enclosed storage
compartments into which cargo may be loaded, and container cars
that are adapted to receive large cargo containers filled with
items to be transported. Examples of container cars include
flatcars and well cars. A flatcar, or flatbed car, is a type of
railcar that has a planar container-supporting surface mounted on a
lower frame and wheel assembly. Much like a flatbed truck, the
container-supporting surface does not have sidewalls and therefore
is open laterally on its sides.
A well car is similar to a flatcar, except that the
container-supporting surface is recessed into the frame of the car
and generally between the wheel assemblies, thereby defining a
sidewalls and end walls that define a raised perimeter around the
lower portion of a container, semi truck trailer, or other cargo
loaded into the well car's container supporting surface. Because
the container-supporting surface is recessed within the frame,
typically approximately nine to twelve inches above the rails upon
which the car travels, well cars may support stacked containers,
trailers or the like without exceeding a maximum acceptable height.
For example, one company that produces well cars is Gunderson,
Inc., which sells railcars under the trade names HUSKY-STACK and
MAXI-STACK.
Railcar containers are typically constructed of steel and it is
this steel construction that contributes to a number of
disadvantages of existing containers, any one or more of which may
be solved by the present invention. Examples of disadvantages of
steel containers are the significant weight of the empty container
as a result of the steel used to form the container, the
vulnerability of the container to leaks that may result in damage
to the materials being transported therein, the heat absorption
because of the steel construction, and the ease at which the
containers may be deformed and otherwise damaged during loading and
unloading of materials.
SUMMARY OF THE INVENTION
The present invention is directed to composite railcar containers
that overcome one or more of the above-discussed disadvantages of
conventional steel containers. Both flatbed and well car containers
are disclosed herein, as well as modular containers formed from
prefabricated side, end, top and bottom panels. In some
embodiments, the container is a temperature-controlled container.
The present invention is also directed to an improved door for use
on the invented containers, as well as conventional containers and
railcars.
Many other features of the present invention will become manifest
to those versed in the art upon making reference to the detailed
description which follows and the accompanying sheets of drawings
in which preferred embodiments incorporating the principles of this
invention are disclosed as illustrative examples only.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a side elevation view of a composite railcar container
constructed according to the present invention.
FIG. 2 is a cross-sectional view of the container of FIG. 1 taken
along the line 2--2 in FIG. 1.
FIG. 3 is a fragmentary cross-sectional view of the container of
FIG. 1.
FIG. 4 is an enlarged cross-sectional detail showing an upper
corner joint of the container of FIG. 2.
FIG. 5 is an enlarged cross-sectional detail showing a lower corner
joint of the container of FIG. 2.
FIG. 6 is an enlarged cross-sectional detail showing another
embodiment of a suitable corner joint for the container of FIGS.
1-3.
FIG. 7 is an enlarged cross-sectional detail showing another
embodiment of a suitable corner joint for the container of FIGS.
1-3.
FIG. 8 is an enlarged cross-sectional detail showing another
embodiment of a suitable corner joint for the container of FIGS.
1-3.
FIG. 9 is an enlarged cross-sectional detail showing another
embodiment of a suitable corner joint for the container of FIGS.
1-3.
FIG. 10 is a fragmentary cross-sectional view taken along the line
10--10 in FIG. 1 and showing a suitable wall construction for the
container of FIGS. 1-3.
FIG. 11 is a fragmentary cross-sectional view showing another
suitable wall construction.
FIG. 12 is a fragmentary cross-sectional view showing another
suitable wall construction.
FIG. 13 is a fragmentary cross-sectional view showing other
suitable wall constructions.
FIG. 14 is a side elevation view of another composite railcar
container constructed according to the present invention.
FIG. 15 is a side elevation view showing a pair of composite
railcar containers according to the present invention mounted upon
a railcar in the form of a well car.
FIG. 16 is side elevation view of a refrigerated composite railcar
container constructed according to the present invention.
FIG. 17 is an end elevation view of the container of FIG. 16.
FIG. 18 is a fragmentary partial cross-sectional side elevation
detail of the container of FIG. 16 taken along line 18--18 in FIG.
17.
FIG. 19 is a fragmentary partial cross-sectional top plan view of
the container of FIG. 16 taken along line 19--19 in FIG. 17.
FIG. 20 is a side elevation view of another refrigerated composite
railcar container constructed according to the present
invention.
FIG. 21 is a cross-sectional view of the container of FIG. 20.
FIG. 22 is a fragmentary side elevation view of a railcar or
railcar container with a pocket door constructed according to the
present invention.
FIG. 23 is a cross-sectional view of the pocket formed in the
railcar or railcar container of FIG. 22.
FIG. 24 is a cross-sectional view of the pocket and pocket door of
FIG. 22.
DETAILED DESCRIPTION AND BEST MODE OF THE INVENTION
A railcar container constructed according to the present invention
is shown in FIG. 1 and generally indicated at 10. As shown,
container 10 includes top, bottom, side and end walls or panels
12-18, respectively. Panels 12-18 define an internal compartment or
storage area 20, in which cargo to be transported is stowed.
Container 10 is at least substantially formed of a composite
fiberglass material. In some embodiments, the container is
completely formed of a composite fiberglass material. It should be
understood that any suitable type and composition of fiberglass
material may be used. Composite fiberglass material may also be
referred to as fiber-reinforced plastic, and typically includes
fiber-reinforced polyester, vinyl ester, isophthalic or orphthalic
resins. A Quad-mat fiberglass material, such as is available from
Owens Corning and Vetrotex has proven effective, but others may be
used.
Because of the substantially lighter construction of container 10
as compared to conventional steel containers, container 10 offers
the advantage of selectively being much larger than conventional
steel containers. Of course, sizing container 10 to at least
generally, or completely, correspond with the dimensions of
conventional steel containers is also within the scope of the
present invention, as well as containers that are smaller than
conventional steel containers. Another advantage of a composite
fiberglass material of construction is its resiliency when struck
by materials being transported, forklifts used to load and unload
materials, etc. Whereas steel containers tend to permanently deform
and/or rip, containers according to the present invention
momentarily deflect under the applied force, and then return to
their original configuration when the force is removed.
As discussed in more detail herein, the walls or panels may, in
some embodiments, include an insulating material. Similarly, at
least bottom wall 14 may include one or more support structures
that are formed from foam, metal, wood or other suitable materials
to increase the strength of that wall.
The bottom wall, or bottom panel, of container 10 should be
constructed to support a load of at least 30,000 pounds per square
foot. Preferably, the floor is adapted to support 60,000 pounds per
square foot or more, and even more preferably, to support at least
90,000 pounds per square foot or more. By way of comparison,
conventional steel containers are designed to support loads of
60,000 pounds per square foot. Bottom wall 14 typically will also
include lock mechanisms 22 that are adapted to secure the container
to corresponding lock mechanisms on the container car and/or on the
top walls of another container. Similarly, the container car and
optionally the top walls of the containers may have corresponding
lock mechanisms 23 that are adapted to interlock with lock
mechanisms 22 to secure either a container on the container car or
two containers together. Lock mechanisms 22 and 23 may have any
suitable configuration, such as those known in the art. Similarly,
the portions of lock mechanisms 22 and 23 associated with container
10 may be recessed within the walls of the container or may project
from the container. Examples of suitable lock mechanism are
produced by Holland Company of Crete, Ill., although other
mechanisms and types of mechanisms may be used. In FIG. 1, lock
mechanisms 22 and 23 are schematically illustrated on top and
bottom walls 12 and 14, but it should be understood that it is
within the scope of the present invention that a container may
include lock mechanisms only on its bottom wall, a lock mechanism
on its side or end walls, or no lock mechanism.
The top wall, or top panel, of container 10 may have any suitable
construction, including a crowned, or arched, configuration, such
as shown in FIG. 21. Non-exclusive examples of suitable top walls
12 are disclosed in U.S. patent application Ser. No. 09/327,037,
which was filed on Jun. 7, 1999, is entitled "Composite Fiberglass
Railcar Roof," and the complete disclosure of which is hereby
incorporated by reference for all purposes. When two or more
containers according to the present invention are adapted to be
stacked on top each of each other, the sidewalls, ends walls and
top wall should be sufficiently strong to support the weight of the
one or more additional containers, and optionally, the
predetermined maximum loads that may be contained in those
containers.
Also shown in FIG. 1 is an opening 24 that provides a portal
through which cargo to be transported may be loaded into and
removed from container 10. Opening 24 should be sufficiently large
to permit an individual carrying cargo to be transported to enter
and exit the container. Preferably, opening 24 is sized to permit
dollies, forklifts and other cargo-carrying devices to pass through
the opening. For example, opening 24 may be approximately 8-12 feet
wide and high, although other dimensions may be used and are within
the scope of the invention.
Container 10 further includes a door 26, that selectively closes,
or obstructs, opening 24. Preferably, door 26 is sized to at least
substantially or even completely obstruct or close the opening. In
some embodiments, door may be configured to provide an air-tight
seal with the wall in which opening 24 is formed so that air and
air-borne materials cannot enter and exit the container through
opening 24 when the door is in its closed position. Door 26 may
have any suitable construction and may be formed of any suitable
materials, such as metal, a composite fiberglass material, or
combinations thereof. Door 26 may be coupled to container 10 by any
suitable mechanism that enables the door to be selectively moved
between the closed position described above and an open position,
in which the opening is at least substantially or completely
unobstructed by the door and its corresponding coupling structure.
Examples of suitable doors and mounting assemblies therefore are
produced by the Youngstown Steel Door Company and are disclosed in
U.S. Pat. No. 4,064,810, the disclosure of which is hereby
incorporated by reference.
An example of a suitable coupling structure 28 is shown in FIG. 1
and consists of rails, or tracks, 30 that extend along the outer
surface 32 of sidewall 16. In the open position, door 26 extends
generally parallel and exterior to sidewall 16. To close the door,
the door is slid along rails 30 to its closed position, in which
the door either overlies opening 24, or preferably, in which the
door travels at least partially into the opening, such as to be
generally coplanar with sidewall 16. Door 26 may also include a
lock mechanism 34 that enables the door to be selectively locked in
its closed position to prevent unauthorized access to compartment
20.
Container 10 may have a single door 26, such as shown in FIG. 1.
Alternatively, container 10 may have a pair of opposing doors 26,
with one door on each of sidewalls 16, such as indicated in dashed
lines in FIG. 2. As still another alternative, container 10 may
have more than one door on at least one of its walls. When
container 10 includes more than one door, the doors may be of the
same or different sizes and may have the same or different
construction and coupling structures.
Container 10 may be formed in a variety of sizes. Typically, the
container is approximately 9-10 feet in width, approximately 7-16
feet in height and approximately 18-80 feet long. The dimensions of
a particular container may be selected based upon a combination of
factors that include a manufacturer's production capabilities, the
intended use or range of uses of the container and user
preferences. For example, industry standards in the railcar
industry dictate that railcars and containers mounted thereupon not
be wider than 10 feet. Therefore a container according to the
present invention may be 10 feet wide. Alternatively, the container
may be slightly less than 10 feet wide to permit a perimeter flange
or the sidewalls of a well car to extend partially along the side
of the container. As another example, current industry standards
dictate that railcars, including any containers or other objects
mounted thereupon, not extend more than 17 feet above the ground or
rail surface. The container-supporting surface of a flat bed car
tends to be approximately 40 inches above the rail surface, while
the container-supporting surface of a well car tends to be
approximately 9-12 inches above the rail surface. Therefore, a
container according to the present invention may vary in height in
the range of approximately 7 or 8 feet to approximately 16 feet,
with 9- and 12-13-foot heights being examples of heights within
this range. In some applications, the containers may also be
stacked on top of each other.
The length of a container according to the present invention will
typically be at least 18 feet long, and will typically be less than
70 feet long. Containers that are also able to be used on seacraft
typically will be 40 feet in length or less. Containers that also
are able to be used on semi trucks will be 53 feet in length or
less. In Europe, containers typically are approximately 40-42 feet
in length or less. Other examples of suitable container lengths
include 20, 24, 28, 40, 45, 48, 53 and 56 feet.
Sometimes it is desirable to position two or more containers on a
container car in an end-to-end relationship, and accordingly, the
length of such containers should each be no more than an
incremental portion of the available length of the container car
upon which the containers may be used. For example, if a container
car is 72 feet long and has a container-supporting surface that is
65 feet long, a container constructed for use on that car may be
approximately 64 feet long. When two containers are intended to be
used on that car, then the containers may each be approximately 32
feet long, or three containers that are each approximately 21 feet
long, etc.
It should be understood that these dimensions are intended to
provide illustrative examples of some suitable dimensions, but that
dimensions outside of these examples and incrementally within these
examples are within the scope of the present invention.
In some embodiments, container 10 may be referred to as a modular
container because it is assembled from separately formed bottom,
side, end and top panels 12-18 that define the container's storage
area 20. As shown in FIG. 2, walls 12-18 are separately formed from
each other and joined together at joints 40, in which corresponding
perimeter portions 42 of adjoining walls overlap or abut each
other. Perimeter portions 42 may also be described as edge regions,
or flanges. Walls 12-18 may also be described as being modular
walls or modular panels because they may be produced independent of
the other walls. Containers 10 according to the present invention
may then be assembled from separately formed end, top, bottom and
sidewalls. In the illustrated embodiment, container 10 is formed
from six modular walls, namely top wall 12, bottom wall 14, two
sidewalls 16 and two end walls 18. However, it is within the scope
of the present invention that at least one of the walls may be
formed from two or more discrete, modular portions that are joined
together during assembly of the car, and that two or more of the
walls may be formed together as a modular or integral
component.
In FIG. 3, an example of a modular end wall 18 is shown. The
embodiment of end wall shown in FIG. 3 may be described as a
cap-style end wall, or as a end cap because the perimeter portions
of end wall 18, which are indicated at 42' in FIG. 3, define a
concave structure that extend over the corresponding perimeter
portions 42 of the top, bottom and sidewalls. In a variation of
this embodiment, the end wall may be described as a plug-style end
wall, or end plug, with portions 42 extending over the
corresponding portions 42' of the end wall. In FIGS. 6 and 7,
examples of the plug- and cap-style end walls are illustrated
respectively. In still a further variation, portions 42 and 42' may
be joined together in other relationships, such as a mix of
overlapping and underlapping configurations. End walls that do not
define concave structures are also within the scope of the present
invention.
The modular walls are secured together with any suitable fastening
mechanism 44. Illustrative examples of a suitable fastening
mechanisms 44 are shown in FIGS. 4-9 and are shown joining various
combinations of top, bottom, side and end walls together. It should
be understood that any of the fastening mechanisms shown in FIGS.
4-9 and described herein may be used to join any combination of
these walls or panels together. However, for purposes of brevity
every possible permutation has not been illustrated. Similarly, the
wall constructions shown in FIGS. 4-9 are not exclusive to the
particular walls illustrated therein, and may be used on any of
walls 12-18.
An example of a suitable fastening mechanism 44 is a
non-penetrating fastening mechanism 46. By "non-penetrating"
fastening mechanism, it is meant that the fastening mechanism does
not extend through one or more of the perimeter portions 42 to be
joined. An example of a non-penetrating fastening mechanism 46 is
an adhesive 48, such as shown in FIG. 4. The term "adhesive" is
meant to include both settable and curable materials that secure
portions 42 as the material sets and/or cures, as well as materials
that chemically interact with portions 42 to bond the portions
together. Another example of a non-penetrating fastening mechanism
is a weld 50, such as shown in FIG. 6. In FIG. 6, portions 42
include layers 70 and 72 of composite fiberglass material 52, but
also metal portions 54 that extend from material 52 to form a
weldable region 55. Metal portions 54 may be secured to the
fiberglass material by any suitable mechanism, such as by
sandwiching the metal portion between layers of the fiberglass
material before or while the material cures. An even stronger bond
is produced when the metal portion includes one or more apertures
56 through which the fiberglass material may extend prior to
curing. The above-incorporated U.S. patent application Ser. No.
09/327,037 discloses examples of suitable weldable portions.
Another example of a suitable fastening mechanism 44 is a
penetrating fastening mechanism 58. By "penetrating," it is meant
that the fastening mechanism extends through at least one of
perimeter portions 42. Examples of suitable penetrating fastening
mechanisms 58 include screws, bolts, rivets, and huck rivets, such
as shown in FIG. 5 and illustrated generally at 60. FIGS. 4 and 5
also demonstrate that joints 40 may be thinner in cross-section
than the corresponding walls, such as shown in FIG. 4 in which the
walls each taper to a relatively thin flange portion, or that the
joints may be at least as thick in cross-section as the
corresponding walls, such as shown in FIG. 5.
FIGS. 5 and 8-9 also demonstrate that more than one fastening
mechanism may be used at each joint. In FIG. 5, plural penetrating
fastening mechanisms 58 are shown. FIG. 5 also illustrates in
dashed lines that joints 40 may include a cover, or lap portion, 62
that extends over fastening mechanism to protect the fastening
mechanism and to provide an additional barrier to air, water and
other contaminants entering container 10 through the joint. Cover
62 may be secured to the container via any suitable mechanism, such
as by forming the cover from material 52 and joining the cover
prior to curing or with an adhesive after the cover has cured. It
should be understood that fastening mechanism may be used at
spaced-apart intervals along the length of the joint, and/or
continuously along the length of the joint. Typically,
non-penetrating fastening mechanisms will be used continuously
along joints 40, and penetrating fastening mechanisms will be used
in spaced-apart intervals along the length of joints 40.
FIGS. 4-9 also illustrate various combinations of suitable wall
constructions according to the present invention. For example, in
FIGS. 4 and 5, walls 12, 14 and 16 are shown containing
spaced-apart layers 70 and 72 of a composite fiberglass material 52
that define a cavity 74 therebetween. As also shown, the edges 76
of the cavity may be sealed. The cavity may be filled with air or
another insulating gas 78, such as shown in FIG. 5. In such an
embodiment, and when it is desired for container 10 to be an
insulated container, cavity 74 is preferably (but not necessarily)
air-tight to increase the insulating capacity of the wall.
Alternatively, cavity 74 may be filled with a solid insulating
material 80, such as shown in FIG. 4. An example of a suitable
solid insulating material is preformed or injected foam. Examples
of suitable insulating foams include 1- and 2-pound polyurethane,
but others may be used and are within the scope of the present
invention.
In some embodiments of the invention, such as when it is desired to
provide an insulated or refrigerated container, joints 40 may also
be insulated. Of course, it is also within the scope of the
invention that the joints are not insulated, such as shown in FIG.
6. An example of an insulated joint 40 is provided in FIG. 4. As
shown, an internal cover 82 extends between layers 72 of the walls
forming joint 40, such as walls 12 and 16. Cover 82 defines a joint
cavity 84, which may be either gas-filled or filled with a solid
insulating material, such as discussed above with respect to cavity
74. It is also within the scope of the invention that a solid
insulating material may be applied on the underside of joint 40,
without requiring internal cover 82. Internal cover 82 may also be
formed from one of the walls, such as shown in FIG. 5, in which the
floor, or cargo-supporting surface, 86 of bottom wall 14 defines
internal cover 82. As another example, the joint may be insulated
by an extension of at least one of the walls being joined at the
joint. An example of such an embodiment is shown in FIG. 7, in
which lower wall 14 extends beneath joint 40 to provide insulation
to the joint.
In FIGS. 5 and 7-9, examples of suitable constructions for bottom
wall 14 are shown. As discussed previously, wall 14 should be
constructed of sufficient strength to support the weight of the
cargo loaded into storage area 20. A suitable construction for
bottom wall 14 is to enclose or layer a support structure between
layers of composite fiberglass material 52. An example of such a
construction is shown in FIG. 5, in which wall 14 includes support
structures 90 sandwiched or layered between fiberglass material 52.
In the particular embodiment shown, wall 14 includes a pair of
support structures 92 and 94, between layers 70, 72 and an
intermediate layer 96 of composite fiberglass material 52. Support
structures 90 may be formed of any suitable material that adds the
desired strength to wall 14. Examples of suitable materials are
cellulosic materials, such as wood and wood products, as
illustrated at 92 in FIG. 5, and foamed materials, as indicated at
94 in FIG. 5. Balsa has proven to be an effective cellulosic
material 92, although others may be used, and the 2-pound
polyurethane discussed above has proven to be an effective foamed
material 94, although others may be used. Other examples of support
structures include metal, cured resins and polymers, and
plastic.
The balsa and foam construction shown in FIG. 5 provides a bottom
panel 14 that is configured to support 90,000 pounds per square
foot, although it is within the scope of the present invention that
the bottom or other walls may be constructed to support greater or
lesser loads. It is also within the scope of the present invention
that bottom wall 14 may include only a single enclosed support
structure 90, or more than the pair of support structures shown in
FIG. 5. Similarly, each support structure may be formed from a
single material, or a combination of materials, such as those
discussed above and herein. To illustrate that a variety of
constructions may be used for bottom wall 14, FIG. 7 demonstrates a
bottom panel having a pair of non-foamed support structures 98 and
100, FIG. 8 demonstrates a pair of foamed support structures 94,
and FIG. 9 demonstrates a construction similar to FIG. 5, except
that the order of the foamed and cellulosic portions has been
reversed. Although discussed herein in the context of bottom wall
14, it should be understood that any of the other walls, or panels,
may have the same or a similar construction.
In FIG. 5, the cargo-supporting surface 86 of container 10 is
shown. In FIG. 5, surface 86 includes elevated risers 102 that
define passages 104 beneath the risers. The passages may be used to
provide an airflow path for cooling or heating the cargo in the
container. In FIG. 5, surface 86 has a generally T-shaped
configuration, and may be formed in extruded sheets of material,
such as aluminum. Alternatively, surface 86 may be formed as a
planar surface that does not include recessed passages 104, such as
shown in FIG. 7, in which layer 70 forms the cargo-supporting
surface. It is also within the scope of the invention that surface
86 may be a generally planar surface overlaid upon layer 70, such
as shown in dashed lines in FIG. 7 at 106. When bottom wall 14
includes joints of reduced thickness than the rest of the wall, a
construction similar to that shown in FIG. 4 may be used to fill
and insulate the joints.
In FIG. 9, the container is shown including corner braces 108 that
reinforce the corner of the container. An example of a suitable
material for braces 108 is steel, but others may be used.
Containers according to the present invention may include corner
braces at every joint 40, at only some of the joints (such as the
lower joints), or at none of the joints.
Turning now to FIGS. 10-13, additional views of suitable
constructions for walls 12-18 are shown. To illustrate that any of
walls 12-18 may have these constructions, various ones of reference
numerals 12-18 are used with respect to FIGS. 10-13. It is within
the scope of the present invention that walls 12-18 may have the
same or different thicknesses and configurations. In experiments,
4- and 6-inch thicknesses have proven effective, but it is within
the scope of the invention that thicknesses within and between
these values may be used. For example, sidewalls 16 may have 4-inch
thicknesses, with end walls 18 having 6-inch thicknesses. Top wall
12 may be variable in thickness, such having a 4-inch thickness at
its lateral ends and a 6-inch thickness at its center, and bottom
wall 14 typically will have a thickness of at least 4 inches.
Again, these values are merely for purposes of illustration and
values that are greater or less than these values may be used and
are within the scope of the invention. Other illustrative wall
configurations, as well as suitable methods for forming walls 12-18
are disclosed in the above-incorporated U.S. patent application
Ser. No. 09/327,037.
In the previously discussed examples, layers 70 and 72, which form
cavities 74 have been illustrated as having generally planar
configurations other than at the joints 40 and adjacent portions.
In some embodiments, it may be desirable for at least one of the
layers, such as inner layer 70 to have a non-planar configuration,
such as the stepped configuration shown in FIG. 10. Similar to the
construction of surface 86, shown in FIG. 5, the embodiment of
layer 70 shown in FIG. 10 has risers 112 and recessed portions 114.
Such a configuration allows air to flow along layer 70 in the
passages 116 formed between risers and recessed portions 114.
Therefore, air or other gases may flow through compartment 20 and
along surfaces 70, even if cargo to be transported is pressed
against layer 70, such as schematically illustrated in FIG. 10 at
118. It should be understood that any suitable configuration the
defines airflow passages 116 between risers and recessed portions
may be used, such as sinusoidal or other arcuate configurations, as
well as stepped configurations of different sizes, and projecting
risers, such as shown in FIG. 5.
Also shown in FIG. 10 are stiffeners, or ribs, 120 that provide
increased support to walls 12-18. In FIG. 10, ribs 120, which may
also be referred to as reinforcing members, extend between surfaces
70 and 72. Ribs 120 may be secured to layers or other surfaces to
which they are attached by any suitable fastening mechanism 44,
including those discussed above with respect to joints 40. In FIG.
10 three illustrative examples are shown. As shown at rib 120', a
non-penetrating fastening mechanism 46 in the form of an adhesive
48 is shown. Another example of a non-penetrating fastening
mechanism is the composite fiberglass material itself, which can be
bonded to itself prior to completely curing the material. When the
material cures, the engaged portions are bonded together, such as
shown at rib 120." As a further example, strips or lengths 122 of
material 52 may be used to overlie the pieces to be joined
together, such as shown at rib 120,'" which provides another
example of a non-penetrating fastening mechanism 46. As discussed,
penetrating fastening mechanisms 58 may also be used, such as
screws 60, which are shown joining layer 70 to ribs 120.
In FIG. 10, layers 70 and 72 define pockets 74 that are filled with
air or another gas 78. To increase the insulating value of the
wall, the pockets are preferably sealed, or airtight. When it is
not necessary to insulate the walls, the pockets may be open to
permit air from the environment to enter the pockets. As discussed,
pockets 74 may also be filled with other insulating materials, such
as a solid (or foamed) insulating material 80, such as shown in
FIG. 11.
FIG. 11 also provides an illustrative example of a wall
construction in which the wall includes a pair of inner layers 70
and 124. Both of layers 70 and 124 may be formed from material 52,
or one or more of the layers may be formed of a different material,
such as a thermoplastic material. In such a configuration, the
innermost layer may be referred to as a liner. Such a layer may be
formed as a single sheet, like layers 70 and 72 are typically
formed, or may be applied to layer 70 in a plurality of segments,
such as shown in FIG. 13 at 126. Also shown in dashed lines in FIG.
13 is a cover 128 that may be applied over penetrating fasteners
58. Cover may be preformed to fit between risers 112 or may be
applied as an amorphous material that at least partially fills the
space between the risers.
In FIGS. 10 and 11, ribs 120 have a projecting member 130 that
extends generally between layers 70 and 72, and stabilizers, or
feet, 132 that project from one- or both-sides of the ends of
projecting member 130. In this configuration, ribs 120 may be
described as beams or bars 134 that extend between surfaces 70 and
72. It should be understood that ribs 120 may have a variety of
configurations and should not be limited to the particular
configuration shown in FIGS. 10 and 11. Furthermore, walls 12-18
may include a plurality of ribs having more than a single
configuration. In FIG. 12, another example of a suitable
configuration for ribs 120 is shown and generally indicated at 136.
The illustrated configuration may be referred to as a hat or
channel configuration because the ribs define internal channels
138. Channels 138 may be either sealed (or airtight) or open to the
environment. Ribs 136 may also be described as extending from a
first of layers 70 or 72, to the other layer, and then back to the
first layer. In FIG. 12, the first layer is shown as layer 72, but
it should be understood that it may alternatively be layer 70.
Similar to pockets 74, channels 138 may be filled with air or
another gas 78 (such as shown in FIG. 12) or a solid or foamed
material 80 (such as shown in FIG. 13). An advantage of a solid or
foamed material is that it provides increased support to the wall
and provides greater insulating value, especially if the channel is
open to the environment. An advantage of an air- or gas-filled
channel is that it is less expensive and heavy, and that it may be
used as an airflow conduit to distribute heating or cooling air
throughout container 10, as discussed in more detail herein. In
FIG. 13, a further example of a suitable configuration for a rib
120 having hat- or channel-configuration 136 is shown. As shown,
the rib includes a plurality of channels 138. Each of the channels
may be filled with an insulating material, such as air or foam or
another solid insulating material.
Another container constructed according to the present invention is
shown in FIG. 14 and generally indicated at 200. Container 200 is
adapted for use in a well car, which as discussed has a
container-supporting surface that is recessed into its frame.
Accordingly, container 200 includes supports, or saddles, 202 that
are adapted to support the body of the container, i.e., walls
12-18, near or above the upper surface of the frame of the well car
to facilitate loading and unloading of cargo through opening 24.
Saddles 202 may have any suitable configuration sized to support
the container at the desired height within a well car. In FIG. 14,
saddles 202 may extend substantially or completely across the width
of the container, or alternatively two or more saddles may be used
at each end region of the car. Similarly one or more additional
saddle 202 may be used to support the container, such as
intermediate the positions shown. Intermediate saddles especially
may be used on longer containers to provide incremental support
along bottom, or lower, wall 14.
This relationship is perhaps more clearly described with reference
to FIG. 15, in which a well car has been illustrated at 204. As
shown, well car 204 includes a frame 206 having an upper surface
208, a cargo-supporting surface 210 and a pair of wheel assemblies
212 that are mounted on frame 206 and are adapted to travel along
rails. Not shown in FIG. 15 are the coupling structures that are
used to connect well car 204 with other railcars. Well car 204 may,
but does not necessarily, also include a refrigeration assembly
214, which is adapted to provide refrigerated air to containers
supported on the car.
As shown in FIG. 15, container 200 is preferably supported on
surface 210 so that the lower edge 216 of opening 24 is at or above
upper surface 208. This configuration facilitates easier loading
and unloading of container 200, especially when wheeled or driven
vehicles or structures are used to transport the cargo. FIG. 15
also provides an illustrative example of a pair of containers, such
as containers 200, that are stacked upon each other for
transportation by a railcar, such as well car 206.
Also shown in FIG. 14 is a central support 222 that interconnects
saddles 202. Support 222 may additionally or alternatively,
underlie opening 24, and may include a support plate 224, such as a
steel plate, to provide increased strength to the container at and
around opening 24. Unless otherwise indicated, container 200 may
have the same elements, subelements and variations as container 10
and the other containers discussed herein. Similarly, elements,
subelements or variations that were not previously discussed may
additionally or alternatively be used with the prior embodiments of
containers according to the present invention.
Another railcar container constructed according to the present
invention is shown in FIGS. 16 and 17 and generally indicated at
300. Container 300 may be referred to as a temperature-controlled
container because it includes a temperature control assembly 302.
Assembly 302 may be adapted to produce heated, refrigerated or
cryogenic air (or other gas) and distribute this air (or other gas)
within the container to respectively heat, cool or freeze (or
maintain frozen) the cargo within the container. It should be
understood that assembly 302 includes various blowers or pumps,
heating or cooling units, valve assemblies and the like, as are
known in art. Depending upon the particular construction of
assembly 302, container 300 may be referred to as a heated,
refrigerated or cryogenic container. For purposes of brevity,
assembly 302 will be described as producing an air stream in the
following discussion. However, it should be understood that other
gases may be used. For example, in a cryogenic container, assembly
302 may deliver a stream of liquid carbon dioxide under pressure to
outlets or nozzles, which produce gaseous carbon dioxide and solid
carbon dioxide, namely dry ice. An example of a suitable cryogenic
temperature control assembly is disclosed in the above-incorporated
U.S. patent application Ser. No. 09/327,037.
As shown in FIGS. 16 and 17, assembly 302 is mounted on end wall 18
of container 300. It should be understood that other mounting
positions may be used, including positions within container 300. A
benefit of mounting the assembly exterior the container is that it
does not occupy cargo space within compartment 20 and may be
accessed even when the compartment is completely loaded with cargo.
As also shown in FIGS. 16 and 17, temperature control assembly
includes a fuel supply 304, which supplies fuel to temperature
control assembly 302. Fuel supply 304 may communicate and deliver
fuel to assembly 302 through any suitable linkages and/or conduits.
It is within the scope of the invention that temperature control
assembly 302 may communicate with an external controller via any
suitable form of one- or two-way communication linkage. Because of
the mobile nature of railcars, typically a wireless communication
linkage will be used, but wired communication linkages are still
within the scope of the invention, such as to establish
communication with other portions of a series of railcars, such as
an engine or control car. One-way communication may enable a user
to monitor the operation of assembly 302, including its operative
state, the temperature at one or more locations within the
container and the amount of fuel in the container. Two-way
communication also enables the operation of the temperature control
assembly to be controlled from a remote source.
As illustrated in FIGS. 16 and 17, and perhaps best seen in FIG.
17, fuel supply 304 includes a tank 306 of combustible fuel. It is
within the scope of the invention that supply 304 may additionally
or alternatively include a battery assembly 308 containing one or
more batteries adapted to provide electrical power to the
temperature control assembly, and/or a heating/cooling fluid supply
310 (such as a tank of air or other gas, liquid carbon dioxide,
etc.). Also shown in FIGS. 16 and 17 is a platform 312 that
facilitates easier access to assembly 302 by a user. Unless
otherwise indicated, container 300 may have the same elements,
subelements and variations as containers 10, 200 and the other
containers discussed herein. Similarly, elements, subelements or
variations that were not previously discussed may additionally or
alternatively be used with the prior embodiments of containers
according to the present invention.
As shown in FIGS. 18 and 19, container 300 preferably includes a
distribution assembly 320 that communicates with temperature
control assembly 302 to receive a stream 322 (of air of other
heating/cooling fluid) therefrom and distribute the stream
throughout the container, such as within compartment 20. The
distribution assembly 320 may additionally provide a recycle stream
324 (or air other heating/cooling fluid) to temperature control
assembly 302. Stream 322 may originate from a supply, such as
supply 310, may be drawn from the environment that surrounds
container 300, and/or may include recycle stream 324. A factor that
may at least partially determine the source or sources for steam
322 is whether the distribution assembly is a closed or open system
(meaning whether the assembly exhausts stream 322 to the
environment or recycles the stream for storage or redistribution).
A closed system tends to be more efficient than an open system,
however, it requires additional ducting or other conduits to
recycle the airflow. The source or sources for stream 322 may vary,
such as in view of the particular temperature to be achieved, the
temperature of the environment around container 300, and the range
of temperatures within which the cargo within compartment 20 may be
exposed.
In FIGS. 18 and 19, an illustrative example of a suitable
distribution assembly 320 is shown. As shown, container 300
includes a partition, or false ceiling, 330 that is spaced apart
from top wall 12. Temperature control assembly 302 exhausts a
stream 322 above partition 330 from one or more outputs or ducts
332. With this construction, the cavity 334 above partition 330
functions as a distribution manifold in that air or other fluid
forming stream 322 travels within the cavity and is distributed
into compartment 20 through a plurality of apertures, vents or
other air-passages 336 that are spaced along partition 330.
In the illustrated embodiment, a plurality of spaced-apart
apertures are shown, although it should be noted that the size of
the apertures has been exaggerated for purposes of illustration. It
should be understood that the size, number and distribution of
apertures 336 may vary. For example, the size of the container, and
flow rate of stream 322 may affect the optimal spacing and size of
the apertures. Furthermore, the size and spacing of the apertures
are related in that the apertures may be spaced further apart from
each other as the size of the apertures increases, and vice versa.
Preferably, the apertures are sized and spaced so that stream 322
is distributed the entire length along cavity 334. Another way of
describing this configuration is that the size and spacing of the
apertures is selected so that stream 322 is distributed to maintain
a uniform or generally uniform temperature along the length of the
container. In experiments, 0.5-inch diameter apertures spaced
approximately 12 inches apart has provided a suitable distribution
pattern, but others may be used, as discussed above.
In FIG. 18, recycle stream 324 is shown being drawn into one or
more is intakes 340 in temperature control assembly 302. The
position of intake 340 is shown in both solid and dashed lines in
FIG. 18 to illustrate that the position may vary. For example, the
position shown in solid lines draws air from the upper portion of
compartment 20 and provides a more compact temperature control
assembly, while the position shown in dashed lines draws air from
the lower portion of the compartment. It should be understood that
assembly 302 may be formed without an intake inside compartment 320
if stream 322 is exhausted from compartment 20 instead of being
recycled.
As discussed previously, temperature control assembly 302 may be
mounted on container 300 in positions other than on end wall 18. An
example of such a configuration is shown in FIG. 20, in which
container 300 is adapted for use in a well car, and as such
includes saddles 202. As shown, temperature control assembly 302 is
mounted on the underside of the container. In the particular
embodiment shown, assembly 302 is mounted beneath opening 24, but
other positions may be used. Also shown is a housing 342 into which
assembly 302 and fuel supply 304 are enclosed, such as to provide
support and protection for these components. Housing 342 may also
be constructed of sufficient strength that it provides support to
container 300 intermediate the support provided by saddles 202,
such as against a container-supporting surface or the upper wall of
a container on which container 300 is mounted.
Another example of a suitable distribution assembly 320 is shown in
FIG. 21. As discussed previously, ribs 136 may include channels 138
that define fluid conduits through which at least one of streams
322 and 324 may flow. In FIG. 21, rib 136' is shown defining a
fluid conduit 350 that extends from bottom wall 14, along end wall
18 and to an outlet 352 from which stream 322 is exhausted. Once
exhausted from outlet 352, stream 322 is distributed along cavity
334 and passes through apertures 336 into compartment 20. In this
configuration, rib 136' is in fluid communication with temperature
control assembly 302 to receive stream 322 therefrom. The use of
ribs or channels that extend through the walls of the containers as
fluid conduits enables temperature control assembly 302 to be
housed in a position on or near container 300 so that the assembly
itself does not need to extend into the compartment. For example,
refrigeration assembly 214, such as shown in FIG. 15, may
communicate with rib 136' to deliver stream 322 thereto and thereby
distribute the stream throughout compartment 20.
A benefit of an onboard temperature control assembly is that the
container may be maintained at the desired temperature or range of
temperatures even after the container is removed from the railcar
on which it is transported. In other words, the temperature control
assembly is integrated with the container and may be used to
control the temperature of the container even when the container is
loaded onto other transport structures, such as semi trucks,
seacraft and the like, or when the container is stored apart from a
railcar or external source of refrigeration or other
climate-control device. This may be particularly useful in
environments where heated, refrigerated or cryogenic storage
facilities do not exist or are not available to receive the cargo
from the container. As such, container 300 may be described as
being or containing a stand-alone refrigeration, heating, or
cryogenic unit.
In the embodiment shown in FIG. 21, ribs 136" may also be used to
distribute stream 322. Alternatively channels 138 in ribs 136" may
be used to recycle stream 324 to temperature control assembly 302,
or to deliver a supply of air or other fluid from an external
source to assembly 302. When ribs 136" are used to recycle stream
324 to assembly 302 or to exhaust stream 324 from container 300,
the ribs communicate with an intake positioned to receive the
stream from one or more selected positions within compartment 20.
Streams 324 may be drawn into ribs 136" on account of a pressure
gradient within the container, or a pump, fan or other suitable
transport mechanism may be used. As shown on the left side of FIG.
21, partition 330 may be supported by a ledge 353 formed in
sidewalls 16. Alternatively, the partition may be mounted on the
sidewalls or other support structure by any suitable fastening
mechanism 44.
It should be understood that distribution assembly 320 may be
formed without a partition 330. An example of such a configuration
is shown on the right side of FIG. 21, in which rib 136'" extends
along surface 70 of top wall 12 to distribute stream 322 throughout
compartment 20. Rib 136'" preferably contains perforations or other
apertures along its length that are sized and spaced to produce the
desired distribution of stream 322, as discussed herein. Although
only a single rib 136'" is shown in FIG. 2, more than one such rib
may be used, such as two or more ribs spaced apart along surface 70
and extending along at least a substantial portion, or the complete
length, of compartment 20. Another suitable position for rib 136'"
is shown in dashed lines on the right side of FIG. 21. A benefit of
positioning a rib, such as rib 136'" that is open to compartment 20
at or near the corner of the compartment is that fork lifts and
other cargo-transporting equipment are less likely to strike the
ribs and potentially damage the ribs or other portions of the
container. It should be noticed that the rib shown in dashed lines
in FIG. 21 defines a channel or fluid conduit 138 but has a
different configuration from ribs 136' and 136," thereby further
demonstrating that the configurations of the ribs may vary within
the scope of the present invention.
Another container according to the present invention is shown in
FIG. 22 and generally indicated at 400. Unlike doors 26 shown and
described in the preceding figures, container 400 includes a pocket
door 402. By "pocket door," it is meant that door 402 is a door
that slides between the closed position shown in FIG. 22, in which
opening 24 is obstructed or completely sealed, and an open
position, in which at least a substantial portion of door 402 or
the complete door 402 is housed within a pocket, or recess, 404
formed in the sidewall of the container. Unless otherwise
indicated, container 400 may have the same elements, subelements
and variations as containers 10, 200 and 300 discussed herein.
The following discussion will describe pocket door 402 in the
context of a container according to the present invention. It
should be understood, however, that is it within the scope of the
present invention that door 402 may be used with conventional
railway and other shipping containers. Similarly, and as indicated
in dashed lines in FIG. 22, pocket door 402 may be used on
conventional boxcars 406 in place of the conventional door
described herein and illustrated at 26. Boxcar, or other railcar,
406 typically includes a frame 408 having at least a pair of wheel
assemblies 410 and a storage compartment 412 into which cargo to be
transported may be stored.
In FIG. 23, pocket or recess 404 is shown in more detail and
extends between portions 420 and 422 of sidewall 16. Portions 420
and 422 are formed from layers 70 and 72 of material 52 and define
cavities 74 therebetween. Cavities 74 may be filled with air, or a
solid or foamed material, such as shown in FIG. 23 and may be
closed or open to the environment. Also shown in FIG. 23 are
tracks, or guides, 424 and 426 that define the slidable path of
door 402 between its open and closed configurations. Guides 424 and
426 provide mounts 428 for wheel or roller assemblies 430 and 432,
which are shown in FIG. 24 and which are configured to travel along
the tracks as the door is slid between its open and closed
configurations.
Preferably, door 402 forms an airtight seal when in its closed
position, with outer surface 434 of the door being flush with the
outer surface of sidewall 16. However, it should be understood that
less-than-airtight fits are within the scope of the invention. It
should be understood that pocket 404 may include one or more
baffles 436 that are biased to divide the airspace within the
pocket when the door is closed, thereby providing additional
insulating value to the container. When the door is opened, the
baffles retract or otherwise deform or deflect out of the path of
the door. However, when the door is closed, the baffles return
toward the position shown in FIG. 23.
As illustrated in FIG. 22, door 402 preferably includes a handle
438 by which a user may selectively open and close the door. One
suitable form of handle is a handle recessed into outer surface 439
of the door. The door may also include a lock mechanism 440 that
selectively secures the door in its closed position, such as to
prevent unauthorized access to compartment 20 and/or to prevent
unintentional opening of door 402. For example, selective rotation
of the handle may cause lock mechanism 440 to be selectively
engaged or disengaged. It should be understood that lock mechanism
440 is schematically illustrated in FIG. 21. An example of a
suitable lock mechanism includes at least one of an upper and a
lower steel or other structural member that selectively are
received into receptacles in the container's wall panel to prevent
the door from being moved from the locked position. Other lock
mechanisms 440 may be used and are within the scope of the
invention.
Door 402 may be formed of any suitable material, including steel or
other metal constructions. Door 402 may alternatively, or
additionally, be formed of composite fiberglass material 52 and may
also include an insulating material, such as shown in FIG. 24.
INDUSTRIAL APPLICABILITY
The present invention is applicable to the railcar and shipping
industries, and especially as they relate to railcar and shipping
containers and doors for containers and railcars.
It is believed that the disclosure set forth above encompasses
multiple distinct inventions with independent utility. While each
of these inventions has been disclosed in its preferred form, the
specific embodiments thereof as disclosed and illustrated herein
are not to be considered in a limiting sense as numerous variations
are possible. The subject matter of the inventions includes all
novel and non-obvious combinations and subcombinations of the
various elements, features, functions and/or properties disclosed
herein. Similarly, where the claims recite "a" or "a first" element
or the equivalent thereof, such claims should be understood to
include incorporation of one or more such elements, neither
requiring nor excluding two or more such elements.
It is believed that the following claims particularly point out
certain combinations and subcombinations that are directed to one
of the disclosed inventions and are novel and non-obvious.
Inventions embodied in other combinations and subcombinations of
features, functions, elements and/or properties may be claimed
through amendment of the present claims or presentation of new
claims in this or a related application. Such amended or new
claims, whether they are directed to a different invention or
directed to the same invention, whether different, broader,
narrower or equal in scope to the original claims, are also
regarded as included within the subject matter of the inventions of
the present disclosure.
* * * * *